Gas-engine



(No Model.) 6 Sheets-Sheet 2.

B.C.VANDUZEN.

GAS ENGINE.

No. 600,754. Patented Mar. 15,1898.

uh Hp BIqNLUI in i "a u: in

u: DJ

witnesses. jr z/veni or- '(No Model.) 6 Sheets-Sheet 3.

B. O. VANDU-ZEN.

GAS ENGINE No. 600,754. PatentedMiar. 15,1898.

MLM gdwez' I I a Egan/07:

" litomy wil hesses. 3

(no Limo, WASNINGTQN x: c

6 Sheets Sheet 4.

Patented Mar. 15', 1898.

(No Model.)

\ B. O. VANDUZEN'.

GAS ENGINE.

- 1 lv u enzbj."

ma norms PETERS co. Pumalma, WASHWGTGN, o. c.

M 1 68h ts'h #5. (No odel 0. VANDUZEN. ees ee GAS ENGINE.

Patented Mai. 15, 1898;.

wifn eess as.

I (No Model.) 6 Sheets-S heet 6.

B. G. VANDUZEN.

GAS ENGINE. v

No. 600,754. Patented Mar. '15, 1898.

Fly, v/0 ,15

BENJAMIN C. VANDUZEN, OF WVINTON PLACE, OHIO, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, TO THE VANDUZEN GAS AND GASOLINE ENGINE COMPANY, OF CINCINNATI, OHIO.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 600,754, dated March 15, 1898. Application filed Tulle 15, 1891- Serial No. 396,404- (No model.)

To ctZZ whom it may concern:

Be it known that I, BENJAMIN O. VANDU- ZEN, a citizen of the UnitedStates of America, and a resident of the town of Winton Place, in the county of Hamilton and State of Ohio, have invented certain new and useful Improvements in Gas-Engines, of which the following is a specification.

The several features of my invention and lo the various advantages resulting from their use conjointly or otherwise will be apparent from the following description and claims.

In the accompanying drawings, making a part of this specification and to which reference is hereby 1nade,Figure 1 is aside elevation of an engine combined with carriage embodying rnyinvention. The fly-wheel of the engine and those wheels of the carriage which are at the side of the vehicle nearest the spectator are omitted in order to better exhibit the mechanism which is next behind them. Fig. 2 is a general plan of the engine and carriage as seen when the roof has been removed. Fig. 3 is a transverse section of the carriage,taken in the plane of the dotted line 3 3 of Fig. 1 and showing that face or side of the section which faces toward the left in Fig. 1, the engine being shown in front elevation. This figure is shown on alarger scale than Figs. 1 or 2. Fig. 4 represents a side elevation of a portion only of the engine, the view being taken from the same point as that shown in Fig. 1. This view shows in vertical central section the shell of the receiving-valve for receiving the 5 gasolene and the shell of the lighter-valve, other parts of the said valve and the valve gear being shown in section. Fig. 5 is a sectional view of the gas-cylinder and its jacket and the water-space between the two, the section being taken in the plane of the dotted line 5 5 of Fig. 4 and that face of the section being shown which faces upward in Fig. 4.. This figure also shows in plan the bottom flanges of the cylinder-jackets and 5 the bolt-heads and bolts connecting it to the uprights, whereby the cylinder and jacket are preferably supported. Fig. 6 is a horizontal section of the said shell of the gasolene-receiving valve and of the shell of the lighter-valve and showing the top of the receiving-valve and a section of the lightervalve, the section being taken in the plane of the dotted line 6 6 of Fig. at, the heads of the bolts for securing the valve to the cylinder-head being omitted. Fig. 7 is a plan view, showing the chimney, the carburetervalve,and the valve-stem and the connections to cover of valve C and showing the tube D with the ball D removed. Fig. 8 is a vertical section of the double receiving-valve adapted to receive either gas or gasolene and of the igniter-valve, this section being taken in the plane of the dotted line 8 8 of Fig. 8 Fig. 8 is a horizontal section of the said double receiving-valve, the said section being 6 taken in the plane of the dotted line 8 8 of Fig. 9, a section of the igniter-valve being omitted. Fig. 8 is a horizontal section of the double receiving-valve and igniter-valve, taken in the plane of the dotted line 8 S of Fig. 8, that face of the section being shown which faces toward the left hand in Fig. 8, the valve proper being shown in elevation. Fig. 9 is an elevation of that side of the said double receiving-valve which is on the left hand in Fig. 8. Fig. 9 is a top view of the said double receiving-valve shown in Fig. 9. Fig. 9 is a bottom view of the said double receiving-valve shown in Fig. 9. Fig. 10 is a vertical central section of the receivingvalve and of its connecting parts, the valve proper being shown in elevation. Fig. 11 is an edge elevation of the same. The spring D and the extension of the rod which accompanies it is omitted in order to better disclose 8 5 those parts directly back of them and which would not otherwise be seen in this view. Grouped with this Fig. 11 and located at the lower right corner thereof is an edge view of the bracket and rod D both bracket and 0 rod being broken oif, as shown.

A indicates a jacket or shell surrounding the cylinder B of the engine. (See Figs. 1, 3,

and 4C and more particularly Fig. 5.) Between the jacket A and the cylinder B is a space A, in which water is present, either still or, as will preferably be the case in most instances, flowing through the said space. This Water aids in keeping the cylinder cool for preventing the oil lubricating the piston and the interiorof the cylinder from being burned. B indicates the cylinder-head. (See Figs. 2 and 4.)

F is a crank-shaft provided with a double crank F journaled as hereinafter mentioned.

same has consequently been omitted. They form no part of the present invention.

0 indicates a suitable carbureter. Gasolene enters this carbureter through the conduit R 9, and air entering the carbureter through an appropriate conduit or opening is carbureted in the said carbureter. The carbureted air thence passes through. A valve 0 connected to the carbureter by a suitable passage, as O, controls the admission of carbureted air from the carbureter to the cylinder B. The mode in which this valve is operated will be hereinafter explained. The carbureted air after passing valve O enters the cylinder through passage-way C (see Fig. 4.) into the cylinder.

An igniter apparatus is present, and a preferred kind thereof is the one shown. In this apparatus D indicates the valve, reciprocating through the tube D. In the side of the tube is a conduitD connecting the conduit or space C with the interior of said tube.

Above the upper end of the tube is an opening D into which a flame from the igniterburner D enters, the amount of fuel supplied to the burner being regulated by a suitable valve-viz., as screw-valve D In the present instance the fuel supplied to the burner is gasolene and is supplied to the valve by the pipe D. The igniter apparatus is supplied with a chimney, as E, for conveying away the volatile products of combustion from this burner and at the same time bringing them into close contact with the tube D I for keeping the latter at a high temperature.

When gas is ignited in the space D by the red-hot pipe D", the volatile products of coinbustion generated therein escape through said pipe and. through the hollow sphere D at the top of pipe D", the said sphere having an opening D in its top, through which said volatile products of combustion escape. Further description of the carbureter and igniter is herein deemed unnecessary, as their specific construction forms no part of the present invention. The form of carbureter and igniter here indicated is taken from those specifically set forth in the Letters Patent of the United States No. 448,386 and dated March 17, 1891, and should details of their construction be desired reference is hereby respectfully made thereto. On the other side of the cylinder is the exhaust-valve E, preferably arranged, as shown, to exhaust during every fourth stroke of the piston.

The construction of the exhaust-valve is preferably similar to that of the valve 0 but no one particular construction is essential over another. The particular construction of the valve forms no feature of my invention.

F indicates the cam-shaft, j on rn aled in j ournal-bearings F F, supported by the front uprights or posts K,which latter uphold the cylinder. At the outer side of each journalbearing F the cam-shaft projects and carries a crankF One of these cranks F reciprocates a pitman F moving one end of a lever F whose other end is pivoted at F A reciprocating stud F on this lever at each upward movement carries the valve-rod F upward and lifts and opens the exhaust-valve, and spring F aids in returning the'said valve toits seat as the stud F descends. The other of these cranks F viz., the one seen in Fig. land also seen on the right-hand side in Fig. 3is connected to one end of the pitman G. The other end of the said pitman is connected to a lever G, and the latter is at one end pivoted to a supportviz., at G The free end of said lever carries the stud G (See Fig. 3.) The valve-stem O at its outer end is connected by pivot O to a rod 0 The lower end of the latter is adjustable in a reciprocatin g curved path of which the pivot at its outer end is the center. This rod 0 is connected to the governor H in substantially the following manner: One end of a rod J is pivoted at J to the reciprocating rod C The otherend of the rod J is pivoted at J to the lever J pivotally fulcrumed on a pivot J The other end of this lever J 2 is pivotally connected at J 4 to the lever J reciprocated by a governor H. The governor H may be one of the well-known forms, .one description of which is indicated in the drawings. The means whereby the governor reciprocates a lever, as J is also Well known, and further description of the governor and lever is therefore herefrom omitted.

Rotary motion is communicated to the governor from the engine in any suitable manner. In the present illustrative instance the governor is provided with the gear-wheel H which meshes with the gear-wheel H in turn meshing with the gear wheel H on the crankshaft F The operation of this portion of my device is as follows: The crank-shaft F is rotated through the agency of the pitman, piston-rod connected directly to'said pitman, and the piston of the cylinder. It reciprocates the pitman through the intermediate gears H, H and H and thereby reciprocates the free end of the lever G. When the engine is running at its regular speed, the

governor will'be in such aposition as that, through the agency of the rods-J and J, it will hold the free end of the reciprocatory rod O directly opposite and in the path of the'stud G of the lever G, and consequently further forward movement of the lever G will bring the stud G against the end of the rod 0 and move the latter forward, andjthus move the valve 0 off of its seat and allow a new charge of gas to enter the cylinder. As the lever G is retracted the spring 0 pressed substantially as shown, operates to draw the valve 0 back upon its seat and prevents the further ingress of carbureted air or gas into the cylinder. The rod has a sleeve, and a detent moving in a slot thereof.

The stud G is shown in Fig. 3 and is shown in dotted lines behind the lever G in'Fig. 4E.

Vhen the speed of the engine goes beyond its regular rate, the governor moves the rod J 5 and thereby through the agency of the intervening rod mechanism aforementioned moves the free end of the reciprocatory rod C out of the path of the stud G WVhen the rod 0 has assumed this latter position, the reciprocatory movement of the lever G will not operate to open the valve C because its stud G will pass by the end of the rod C without striking it, and consequently the valve 0 will not be opened, and the engine will not receive an additional charge of gas, and consequently the speed of the engine will gradually diminish until it reaches its regular rate of speed, at which time the governor will again place the rod 0 in position to be again operated upon by the stud G of the lever G. The lever G is also used to operate the lighter by the following means of my in vention A curved arm G is fixed to and reciprocates with the lever G. The upper end of this arm G is provided with the projection orlug G A shaft D connected to the valve D of the lighter, extends downward and is at its lower end set by a fixed stud D through which latter it reciprocates. On this rod D is fixed a projection D". This projection is preferably constructed so that it can be fixed at any desired point upon the rod D. The preferred mode of thus enabling it to be ad justed consists in providing the projection with a set-screw D the projection D being in the shape of a sleeve and being capable of being slid 011 the rod D WVhen the said sleeve has been located at the desired point at D it is fixedly set there by means of a screw D The object of thus being able to set the projection D at the desired point on the shaft D is to adjust the distance between it and the hook of the lever, so thatthe lever shall cause the igniter-rod D and valve D to reciprocate the desired distance. The spring D is located around the shaft D and compressed between the projection D and the fixed stud D Each backward movement of the lever G brings the hook G against the projection D and moves the igniter-valve backward, so that the gas in. the passageway or conduit 0 instantly enters the space within the shell of the igniter-valve and coming into contact with the red-hot pipe D is ignited and simultaneously ignites the charge of gasin the passage-way G and in the cyland the spring D heretofore compressed by the action of the hook G against the projection D is free to act and advances the projection D, and with it the rod D and valve D, forward and shuts the i gniter-va-lve, thereby cutting off all communication between the lighter and the passage-way G The construction and purpose of the lever D are as follows: The collar D is fixedly attached to the lower end of the valve-rod D. The lever D is pivoted to the stud D and when the engine is first started in operation the lever D is left outof contact with the collar D and the valve D and is free to be operated by the hook projection G When the engine is running quite rapidly, then the gas in the cylinder is not ignited by the igniting apparatus with sufficient rapidity and the valve 0 is held back, so as to leave the opening between the passage-way G and the red-hot pipe free and uninterrupted. To accomplish this purpose, I move the lever D between the collar D and D thereby removing the said valve from the path of the gas passing over the chamber 0 to the redhot pipe D The main crank-shaft F may be provided with'one or two fly-Wheels F. In Fig. 3 two are shown, one attached to the crank-shaft on one side of the engine and the other attached to the crank-shaft on the other side of the engine. The crank shaft also carries means for communicating power, and in the present instance these means consist of the pulley F fixed on and concentric with the crank-shaft F and shown in Fig. 3 at the left-hand fiy-wheel F The engine as thus far described may be either a horizontal or a vertical one. In the present illustrative instance the engine is shown as vertical, because in this position it is best adapted to be located upon the carriage and combined therewith, as hereinafter described.

K is a bed-plate which carries the journalbearings of the crank-shaft I and supports the upright pillars K K K K, fourin numher, in turn respectively supporting the cylinder B and its enveloping shell A. In order to more firmly support the said shell and cylinder in position, the upper end portions of each of the pillars K is diminished in size, thereby forming a shoulder at K The diminished portion K of each pillar passes through its adjacent flange projecting from the shell A and preferably integral therewith. The upper ends K of the said pillars are each screw-threaded, and a nut Kiscrewed thereon clamps the shell A, with its cylinder B, firmly down upon the. pillars K. The bed-plate K rests upon and is fixed to the platform V of the vehicle. This platform rests upon a suitable framework. Such a framework is shown in the drawings and consists of the side beams Z Z and end cross-beams Z Z.

Near the rear of the machine is an axle X, suitably journaled in bearings X to the frame of the platform of the vehicle, substantially as shown.

To the forward part of the vehicle is attached a tongue Y, provided with a doubletree Y, the tongue being pivotally connected to the front axle by the branches or arms Y Y Of course when desired shafts or equivalent connections for enabling the vehicle to be drawn may be employed instead of the tongue Y.

Each terminal portion of each axle is provided with its wheel W, connected thereto in any suitable manner. The front axle X'is at its center X pivotally connected to the platform of the vehicle or to the running-gear which supports the said platform in any of the well-known ways, asby a pivot or fifthwheel or the like.

The wagon has four upright posts or supports S S S S, two located near the bottom of the platform and. two near the rear thereof. The preferred mode of securing these posts to the vehicle body or platform is as follows: A sleeve Z, provided with flanges Z Z is located against the outside of the beam Z and secured thereto by screws or bolts passing through the flanges Z and into or through the beam Z. There are four of these sleeves Z, two on one side of the vehicle and two on the other side of the vehicle, and in each of them is set the foot of one of the posts S. The flange Z of each post prevents the latter from slipping down through its respective sleeve. At the forward end of the machine the cross-bar U extends between the forward posts S S and is fixed thereto, and the rear end of the footboard U is connected to this cross-rod U. -A diagonal brace U supports the forward end of each foot U, the rear end of the brace being fixed to the cross-rod U extending between and fixed to the forward vertical posts S S. A brake is also present, arranged to bear against either the forward or rear wheels. In the present instance the brake operates against the rear edges of the rear wheels and is constructed substantially as follows: Across-rod T is journaled in journalbearings T secured to the cross-beam Z, fixed to the under side of the rear end of the platform. To each end of this rod is fixed a brakeshoe T. The rod T carries a leverT ,one end of which is fixed at the point T to the rod T and at the other end T to the longitudinal rod T, which extends forward to the front end of the vehicle and is there pivotally connected to the lever T pivoted at T to the frame of the machine. The upper end of the lever may be provided with means for enabling it to be operated by the hand or foot. In the present instance a foot-plate T located on the upper end of the said lever, enables the lever T and the brake to be operated by the foot of the driver.

A suitable seat is provided for the driver. In the present illustrative instance the seat L is supported in the following manner: On each post is located a projection L, and upon this projection is located a spring L coiled around'the post. Attached to the adjacent end of the seat is located a projection L As the driver sits upon the seat L the springs L are somewhat compressed and by their resilient action render the vertical movements of the seat gentle while the wagon is passing over prominences and depressions in the roadway, whereby the wagon is subjected to vertical thrusts.

Supported upon the posts S and secured thereto is a roof or top S and through this roof and secured thereto is the wind-guard D D This wind-guard is located directly over the igniter-chimney D 1), and the function of this wind-guard is tocarry the volatile products of combustion from the igniter up through the roof and away from the top of the vehicle and at the same time prevent the wind from putting out the flame of the igniter.

The exhaust is provided with the vertical exhaust-pipe E, which leads into the muffler E the latter passing through the roof S substantially as shown. This muffler receives the carbonic-acid gas and muffies or deade'ns the harsh sound otherwise apparent when the exhaust abruptly terminates in the open air.

E indicates a cap on the roof, through which the chimney D passes. This chimney conveys away the volatile products of combustion passing from the igniting apparatus. The upper end of this chimney is surmounted by a wind-guard or ventilator D whereby the wind is prevented from affecting the combustion of the burner D. In practice this chimney D is slid down so as to cover the sphere D and the upper end of the chimney D but in the drawings the chimney D is shown raised to disclose the sphere D and the upper end of the chimney D R indicates the reservoir of gasolene for supplying the engine with hydrocarbon. This reservoir consists of the cylinder or receptacle R, secured to the roof of the vehicle S by means of the supports or brackets R R The reservoir maybe filled through an opening in its top, provided with a suitable stop R. Through the lower portion of the reservoir extends an exit pipe or conduit R B A valve R is located in this exit-pipe preferably at the junction of the brackets R R and by this valve the amount of gasolene fed to the engine may be regulated. The pipe or conduit R connects with the vertical con duit R and for the sake of compactness in construction and the protection of said conduit the latter passes down through one of the upright posts S S to the bottom of the said post and there, as shown in Fig. 1, connects with the conduit R The main portion of the gasolene passes up through the conduits R and R to the carbureter C. The

amount of gasolene passing through these last-named conduits is regulated by the stopcock R, located between them. Also connected to the conduit R is the conduit R whereby gasoleneis supplied to the burner D of the igniter. The amount of gasolene thus fed to the burner D is regulated by the stopcock R The top is preferably provided with suitable curtains, as S which may be lowered to protect the machinery from rain or snow.

The platform is suitably provided with a suitable step, as V, connected to the platform by-t-he braces V V Below the platform and between the beams Z is located the water box or reservoir M. Connected to the interior space of this water-box is the supply-pipe N, whereby water from the said box is supplied to the water-space A between the cylinder B and the shell A, and this water jacket is present around the cylinder to keep it cool. The water is raised from the box M into the said space A by means of the rotary pump P, rotated by means of the pulley-band P, passing around the pulley P of the shaft, on which is mounted the rotary piston of the said pump. This pulley band P passes around the pulley P on the main shaft E and derives its power from the last-named pulley. Cool water from the water box, supplied through the pipe N, preferably enters the space A at the lower portion of the cylinder and flowing up through said space finds egress through the exit-pipe Q, which latter delivers the water by suitable means to the water-box M. In the present instance the exit-pipe Q delivers the water to the funnel Q, which in turn conveys the water to the pipe Q, which in turn delivers it into the box M. Suitable means for filling the box M are shown in Fig. 3, where M indicates the inlet-pipe, whose upper end is located at the upper side of the platform V and whose lower end is located in the interior space of the water-box. This inlepgs preferably closed by a suitable cover, as h t In Figs. 8, 8, 8 9, 9, and 9 is shown a suitable valve adapted to be used with carbureted air or with coal-gas, as the case may be. When the valve is used for carbureting the air, the conduit 0 is connected with the carbureter, and the carbureted air enters the valve through said conduit 0 and passes into the chamber at. n is a valve closing the entrance to the chamber 15, and C the valve, hereinbefore mentioned, closing the entrance into chamber 0 Communication is made between the chambers O, t, and C when the valves are open. When the valves n and 0 move back and when they are open, the carbureted air through chamber n passes immediately through chamber fand into the chamber C and thence into the cylinder, as aforementioned. When the valve is thus used for carbureting air, the tube m, opening into the chamber t, is closed, and when the valve is used for coal gas the conduit m is connected to the pipe through which the coal-gas is supplied to the engine, and the conduit 0, aforementioned, takes air and supplies it to the chamber 71. When the carbureter is on, this air can pass through the carbureter. When both gas and gasolene are to be used together in operating the engine, the pipe m will communicate with the gas-supply and gasolene will be furnished to the carbureter, the relative quantities of gasolene and gas being regulated, as desired.

When the valves n and C are opened, the carbureted air and gas will commingle and pass through chamber 0 as aforementioned. When the valves 91 and C are open, air is drawn through the conduit 0 and chamber 42 into the chamber t and gas is drawn through said conduit into chamber t, and the air and gas are there mixed and pass together into the chamber C and thence into the cylinder. While the various features of my invention are preferably employed together, one or more of the said features may be used without the remainder, and in so far as applicable one or more of the said features may be used in connection with gas-engines of a description other than the one herein specifically specified.

What I claim as new and of my invention, and desire to secure by Letters Patent, is

1. In a gas-engine, the combination of a valve for admitting carbureted air and gas to the gas-cylinder, and an oscillatory rod 0 pivotally connected to the stem 0 of the said valve and substantially axially coincident with the said stem C ,and rod J laterally pivotally connected to rod 0 and at substantially right angles thereto,and the governor for actuating said rod J and mechanism, substantially as described for actuating said valve, substantially as and for the purposes specified.

2. In a gas-engine, the combination of the compound valve having the valve n, and valve 0 chambers n and t, the valves being on a common stem 0 and the latter pivotally united to a stem 0 connected to a stem J, operated by the governor, and stud G elevated by reciprocatory mechanism, and a spring 0 arranged on the stem 0 for depressing the compound valve when the latteris not elevated by stud G all in combination, substantially as and for the purposes specified. 3. In a gas-engine, the combination of the valve for supplying carbureted air or gas to the engine, and the igniter-valve, reciprocatory lever G carrying the stud G for engagement with the stem of the valve 0 and the hook or projection G for engagement with the projection D of the valve-stem of the igniter-valve, and means substantially as described for returning the valves and their studs, substantially as and for the purposes specified.

t. In a gas-engine, the combination of the compound valve n and O chambers 70. and t, valve-stem C stem 0 pivot uniting them, spring 0 for depressing the valve, governor the actuation of stem in opening the compound valve, substantially as and for the purposes specified.

5. In a gas-engine, the combination of the compound valve n and O chambers n and i, valve-stem O stem C pivot uniting them, spring 0 for depressing the valve, governor and stem J, for moving the stem O laterally, igniter-valve, stem D and spring D for holding same closed, reciprocatory lever G, hook G thereof, projection D of stem D t0 be actuated by hook G and stud G for the actuation of stem 0 in opening the compound valve, the projection D acting as theabutment for the upper end of the spring D and projection D being the lower abutment, substantially as and for the purposes specified.

6. In a gas-engine, the combination of the compound valve 72 and C chambers n and 't, valve-stem O stem C, pivot uniting them, spring G for depressing the valve, governor andstem J, for moving the stem 0 laterally, igniter-valve, stem D and spring D for holding same closed, reciprocatory lever G, hook G projection D", means for rendering the projection D adjustable in relation to the length of the stem D substantially as and for the purposes specified.

7. In a gas-engine, the combination of the compound valve w and O chambers n and t, valve-stem C stem 0", pivot uniting them, spring 0 for depressing the valve, governor and stem J, for moving the stem 0 laterally,

igniter-valve, stem D and spring D, for holding same closed, reciprocatory lever G, hook G projection D means for rendering the projection D adjustable in relation to the length of the stem 1), and projection D between which and projection D is located spring D substantially as and for the purposes specified.

8. In a gas-engine, the combination of the compound valve having the valve 7t, and valve 0 chambers n and t, the valves being on a common stem 0 and the latter pivotally united to a stem 0 connected to a stem J, operated by the governor,and stud G elevated by reciprocatory mechanism, and a spring C arranged on the stem C for depressing the compound valve when the latter is not elevated by stud G the stem C being compound and united by screw connections, for imparting to it capacity to be lengthened and shortened, substantially as and for the purposes specified.

9. The combination of the valve, stem C compound and united by a screw connection for rendering it capable of being lengthened or shortened,spring O for holding valve down,

pivoted stemC governor and means for enabling the latter to move the stem to one side, lever G, stud G thereof, for contact with stud C and projection G thereof, igniter-valve, stem D abutment D and spring D and projection D D adjustable, for the stem D and for contact with projection G substantially as and for the purposes specified.

, BENJAMIN G. VANDUZEN. At'test:

WM. E. JONES, K. SMITH. 

